Automobile vehicle.



N0. 647,244. Patented Apr. l0, I900.

J. C. ANDERSON. Y AUTOIIUBIL'E VEHICLE.

Application fllednl'uly 31, 1899.)

(No Model.)

No. 647,244.. Patented Apr. I0, 1900. c. ANDERSON. AUTOMOBILE VEHICLE.

- (Application filed July 31,- 1899.) (No Model.)

6 Sheets-Sheet 2 m: Nonms PETERS 60., Puomurm. WASHINGTON, o. c.

No. 647,244. Patented Apr. lo; I900.

" .1. c. ANDERSON.

AUTOMOBILE vzmcu-z'.

(Application-filed July 31, 1899.) (No Model.) 6 Sheets- Sheet 3.

un Hill JILL )L-J (l ke mam;

No. 647,244. Patented Mr. N], I900.

. J. c. ANDERSON AUTOMOBILE VEHICLE.

(Application filed July 31, 1899.)

(N0 Model.) 6 Sheets-Sha e 4.

No. 647,244. Patented Apr. IO, l900.

J-. O. ANDERSON. 4 AUTOMOBILE VEHICLE.

(Application filed July 31, 1899.)

(No'ModeL) 4 6 Sheets-Sheet 5.

liliillliil I v attozneq No. 647,244. Patented Apr. I0, l900..

' J. C ANDERSON. 4

AUTOMOBILE VEHICLE. (Application fllgd July 31, 1599 (No Model.) 6Sheets-Sheet 6.

M L! G l a a c c 2 1 .70. 11 22 a? awuewtoz NJ 98 use C/ 4. 52% I MWUNITED STATES PATENT OFFICE.

JAMES C ANDERSON, OF HIGHLAND PARK, ILLINOIS.

AUTOMOBILE VEHICLE.

SPECIFICATION forming part of Letters Patent No. 647,244, dated April1:0, 1900.

Application filed July 31, 1899. Serial No. 725,665. (No model.)

To all whom it may concern.-

Be it known that I, JAMEs C. ANDERSON, a citizen of the United States,residing at Highland Park, in the county of Lake and State of Illinois,have invented certainnewand useful Improvement in Automobile Vehicles;and I do hereby declare the following to be a full, clear, and exactdescription of the invention, such as will enable others skilled in theart to which itappertains to make and use the same.

My invention relates to certain new and useful improvementsinconstruction and arrangement of automobile carriages.

In the present state of the art all steps made in the progress thereofhave apparently been controlled by the conception that the vehicleproper should be heavy and strong in order to sustain the weight of thepassenger load supplemented by excessive weight of the motor or themotive force, and hence all automobiles with which I am familiar involvegreat weight and expensive construction and in addition are mounted highin the air upon expensive and heavy steel springs and axles and have thegeneral appearance of cumbersome and uncomfortable vehicles. In additionto the peculiarities and disadvantages of construction referred to thereis another, viz: It being recognized that in automobiles the motiveforce must of necessity be applied directly to the wheels instead ofhorizontally, as is the case with an ordinary carriage propelled ordrawn by animal power, it has become necessary to dispense with thefifthwheel and king-bolt of ordinary vehicles employed for securingchanges in the direction of travel and to employ means for turning theforward wheels upon a vertical axis. This ac tion subjects the tires ofsuch vehicles to a torsional and twisting strain, which soon impairs thetires and renders frequent repair and renewal necessary. 7 Another veryserious disadvantage in the present construction of automobiles lies inthe fact that the propelling machinery is very noisy and is considered agreat nuisance, not only by the passengers riding in the vehicle, butalso by the general public.

degree to the fact that in the sprocket-wheels employed in connectionwith the sprocketchains the entire peripheries of the Wheels are armedwith a multiplicity of sprocket-teeth .erse of the chain.

Thisexcessive noise is d ue in a large,

and each and every link of the chains passed onto and off of thesprocket during each trav- This action involves frictional touchesbetween the sprockets and chain-links to such an extent as to producethe unpleasant buzzing noise complained of. These frictional touchesalso add largely to the wear of the chain and to such an extent that inmany instances cogged. gearing has been substituted; but while this modeof transmitting power is more economical from the standpoint of Wearreferred to it also involves the production of noises.

My invention has for one object to overcome all of the disadvantagesinvolved in the ordinary construction and to produce an automobilewhich, while being adequately strong and durable, shall be exceedinglylight and economic of construction andrequiring less motive force topropel the same.

It has for a further object to provide an automobile which shall be lowto the ground, easily propelled, and rendered capable of a change ofdirection by the articulation of the frame of the vehicle rather thanthe axle or wheels.

It has for a further object to provide an automobile the capacity ofwhich may be increased by the addition of longitudinal sections.

It has for a further object to provide a novel means for securing thenecessary yielding or spring action of the vehicle and at the same timeto adapt it to travel with greater facility than ordinary vehicles overroad-beds of uneven and irregular surfaces either in longitudinal ortransverse profile.

With these ends in view myinvention consists in the details ofconstruction and the combination and arrangement of parts hereinaftermore fully described.

In order that those skilled in the art to which my invention appertainsmay know how to make my improved automobile and fully understand all ofits advantages, I will proceed to describe the same, referring byletters and numerals to the accompanying drawings, in which- Figure 1represents a side elevation of an automobile embodying the features ofmy invention; Fig. 2, a top or plan View; Fig. 3, a

detail view, on enlarged scale, partly in plan and partly in section, ofthe power-transmitting shafts and intermediate mechanism by means ofwhich differential speed may be given to the driving-wheels on each sideof the vehicle. Fig. 4 is a transverse section on the line a: 00 of Fig.3 and showing the brake mechanism. Fig. 5 is a detail view, partly insection, showing one of the wheels and its construction with the springmechanism. Fig. 6 is a'cross-section of the spring, taken on the line y'y of Fig. 5. Fig. 7 is a side elevation similar to Fig, 1 and showing amodification in the arrangement of the seats and illustrating the mannerof increasing the carrying capacity of the vehicle. Fig. 8 is a top orplan view of the construction shown at Fig. 7. Fig. 9 is a detail view,on enlarged scale, partly in side elevation and partly in section,illustrating the manner of securing the sectional frames together tosecure proper articulation and to also secure additional carrying orseating capacity. Fig. 10 is a plan view of the levers and rods employedfor steering the vehicle when more than two sections are joinedtogether.

Similar letters and numerals of reference denote like parts in theseveral figures of the drawings.

For the purpose of securing the desired lightness of the vehicle withthe necessary strength I construct all parts of the frame of suitabletubing now known in the trade as bicycle-tubing. A represents .the lowerhorizontal framework of the machine, which may be of any proportion andcomposed of tubing of any gage, according to the size and intendedcapacity of the machine.

13 is the upper horizontal framework, and O is the frame of the seats,which are provided with backs D, of sheet metal or other suitablematerial,and upholstered, if desired.

1 is the F dash-frame,composed of tubing and covered with leather orother material in the usual way. Any number of crossbraces may be usedto give strength to the it necessary to provide only such as shown.

The horizontal frames A B of the two sections of the machine are curved,as shown at Figs. 2 and 8, in order that a greater range of articulationmay be obtained. The lower frame A and upper frame B of each section areconnected with vertical tubes F F, the peculiar construction of which ismost plainly shown at Fig. 9.

It is immaterial which frame is provided with either of the tubesreferred to, as the sole purpose of their variation is to secure anarticulating-joint between the two frames.

The tube F is provided with lugs G at the upper and lower ends. Theselugs may be secured in position in any suitable manner; but at Fig. 9 Ihave shown in section a good way, which consists in forming the lug witha tubular stem adapted to enter the end of tube F and to be brazedtherein. Each end of tube F is provided with an interior short tube H,constituting an annular shoulder, against which is located a tubularball-race I, ,with a central hole for the passage of a pintle screw-rodJ, screw-threaded at each end to receive a nut K, which is exteriorlythreaded and cone-shaped at its inner end to constitute a track or racefor autifrictionballs L. The nut K by the use of a spanner is runthrough the lug G on the ends of the tube F after the balls L have beenintroduced, and the pintle-rod J is put in position and secured by awasher L and nut M. When the pintle-rod has been thus secured at oneend, the balls are placed in the race I at the other end, the nut K isrun through the lug G, the washer L is applied, and the exterior jam-nutM secured upon the end of the pin tle-rod. It will thus be seen that thetubes F and F are securely connected and at the same time are free toarticulate for the pur pose hereinafter explained.

Extending laterally from the lower frame A of each section are shortjournals N, which constitute supports for the boxes 0 on one end of thebifurcated wheelsupports P, through the opposite or bifurcated ends ofwhich passes a short axle Q, upon which are mounted in suitableball-bearings the wheels R. A tube or rod S, (see particularly Fig. 5,)witha suitable journal-box T at the lower end and a head T at the upperend, is secured by nuts U to the inner cord of the'axle Q, and the headT of the rod or piston S is located within a vertical tubular receptacleV, connected with the lower and upper horizontal frames A B of themachine, as clearly shown at Figs.

1 and 7. From this described construction it will be seen that thearticulation between i the box T on the lower end of the piston S andthe axle Q, upon which it is mounted,

permits the piston in its vertical movement to compensate for thevariations in the length of the are through which it may travel undervarying conditions, and if thought desirablegeneral construction; but Ihave so far found the box T and piston S may be pivotally connected tosecure proper articulations for the same purpose.

Within the hollow receptacle or vertical post of the frame is located aspring W, com posed of a cylindrical rubber body having: longitudinalair-cells X, closed at each end and containing air introduced bydepositing liquid air and closing the end by vulcanizing in place rubberplugs, this method of inflating forming the subject-matter of anotherpending application relating to pneumatic tires, filed by me on the 21stday of July, 1899, Serial No. 724,682. The diameter of the spring Wbears such relation to the interior diameter of the tubular receptacle Vthat it may be compressed longitudinally by the weight or pressureexerted upon the head T of piston-rod S.

The peculiar construction of the spring constitutes the subject-matterof a divisional application filed by me on the 16th day of September,1899, Serial No. 730,688.

Yis a sprocket-wheel secured to the hub of the driving-wheels and isdriven by a sprocket-chain leading from a sprocket-wheel on a centraldriving-shaft, hereinafter described.

By reason of the pivoted connection of the bifurcated wheel-support Pand the vertical reciprocatory piston S the wheels are capable of avertical pendulum movementon the journals N as their axis. Thus eachwheel is absolutely independent of every other wheel of the vehicle, andthe spring movement of the vehicle is correspondingly universal and muchmore easy and natural than would be the case in a vehicle provided withthe ordinary cumbrous and weighty steel springs. When any one of thepneumatic springs W becomes impaired or destroyed, it may be readilyremoved and replaced by another similar spring by simply withdrawing thepiston-rod S from its tubular receptacle V.

With the articulation of the sections of the frame and the transversearticulations of the bifurcated wheel-supports P a most perfect andcomfortable universal movement of the vehicle is secured.

Any preferred form of motive force may be employed to propel my improvedvehicle, such force being applied, however, through the medium of asprocket-chain to asuitable intermediate mechanism, which I will nowproceed to describe, special reference being had to Figs. 3 and 4, andwhich is made in two parts or sections, as most clearly shown at Fig. 3,which parts are connected by metal screws 2, passing through lugs 3,cast on each end of the box. This case is also formed with journal-boxes4 on each disk face and with sprockets 5, extended radially from one ofits disk faces.

6 6 are two independent shafts which are suitably journaled in thetubular framing of the machine, and their inner ends extend through thejournal-boxes 4 4 and to the interior of the case 1 and have keyedthereon sprocket-wheels 7. The, outer ends of these shafts mayconstitute the axes of the bifurcated wheel-supports P, if deemeddesirable.

8 is a transverse shaft, the ends of which are supported in boxes 9,one-half of each being integral with each of the sections of the case 1.The shaft is formed or provided with collars 10, and idlersprocket'wheels 11 are mounted on ball-bearings upon the shaft. Asprocket'chain 12, having the links pivoted at right angles to eachother, as shown and described in a pending application filed by me onthe 8th day of February, 1898, Serial No. 669,517, traverses the twofixed sprocketwheels 7 on the ends of the shafts 6 6 and the two idlers11 on the transverse shaft 8, which, it will be observed, constitutes achord of the circular case 1, the axis of whose motion when the case isrotated is coincident with the axis are required to travel.

rotation of the shafts 6 6.

of the shafts 6 6, and consequently when the case 1 is rotated by adrive-chain passing from a sprocket-wheel on any preferred motor andover the sprockets 5 on the periphery of one of the disk faces of thecase the sprocket-chain 12 will rotate the sprocketwheels 7, fixed tothe inner ends of the shafts 6 6, and likewise said shafts. Near theouter ends of the shafts 6 6 and in alinement with the sprocket-wheels Yon the hubs of the driving-wheels of the machine are secured suitablesprocket-wheels which, through the medium of sprocket-chains C, transmitpower and motion to the sprocket-wheels Y on the hubs of thedriving-wheels. (See Figs. 1, 2, and 7 From the construction andarrangement of the case 1, shafts 6, 6, and 8, and the fixed sprockets7, idler-sprockets 11, and peculiarly-constructed sprocket-chain 12 itwill be obvious that the shafts 6 6 may have differential speed, andconsequently when the machine travels in a curved path in turningcorners the inner and outer wheels travel independently of each otherand at rates of speed proportionate to the different distances they Thiscondition is especially desirable in automobile carriages equipped withrubber tires.

While I have shown and described the power and motion applied to thedrivingwheels through a sprocket-chain directly from the sprocket-wheelson the shafts 6 6, I desire it to be u nderstood that I mayemploy anydesired intermediate mechanism between the shafts 6 6 and the driving=wheels for transmitting power and motion derived from the This may beespecially desirable for the purpose of controlling or absolutelystopping the movement of the vehicle without retarding or stopping theaction of the motor, which is of the highest importance when electricmotive force is used as a motor, as it is well known that the efficiencyof such force is greatly impaired by reducing the speed of the motor.

The brake, which controls the rotation of the box 1, consists of arock1ever l3, pivoted centrally to the end of an arm 14, extending fromthe vertical frame-tube F and vibrated by a rod 15, pivoted at one endto the upper end of the lever 13 and at the forward end to a bell-crankfoot-lever 16, pivoted at its lower end to the frame of the vehicle. Asteel band or brake-shoe 17, surrounding the body of the box 1, isconnected at one end to the pivot of the lever 13 and at the other endto the lower extremity of the vibrating lever' 13, and consequently whenpressure is applied to the bellcrank foot-lever 16 the rod 15 vibratesthe lever 13 on its pivot or axis, forcing the lower end rearward ,andin an obvious manner tightens the band or brake-shoe 17 upon thecylindrical body of the box 1.

I will now proceed to describe the mechanism by which I articulate theframes of the sections of the machine, reference being had IIOparticularly to Figs. 1, 2, 7, and 8. A rockshaft 18 is journaled ateach end in lugs 19, (see Fig. 1,) extending from the lower frame, andis provided at one or both ends with rocking levers or handles 20, keyedthereto. Each side of the center the rock-shaft is provided withrigidly-secured radial arms 21, radiating in opposite directions, asmost clearly shown at Fig. 1. From the free ends of these radial armsrods 22 extend to and are connected with the curved front portion of thelower frame of the trailing or second section of the machine, as clearlyshown at Fig. 2, and each side of the plane of articulation of the twosections. When the lever 20 is vibrated, the rock-shaft 18 is rocked andthe fixed radial arms 21 are vibrated in opposite directions, so thatone pulls upon its connecting-rod 22, while the other pushes upon therod 22, connected therewith, and consequently a pull may be effectedeither side of the center to secure articulation betweenthe tubes F Fand frames A B of the respective sections to steer the machine in eitherdirection.

When more than two sections are articulatively connected together, Iemploy a modified construction of the steering mechanism and such asshown in Figs. 8 and 1.0 and which consists in connecting the rear endsof the bars 22 to the center of aflat bar 23, one end of which ispivoted to the front curved portion of the frame of the second section,and the outer end is connected by a rod 24: to the front curved portionof the frame of the next succeeding section, the length of the flatvibrating bar 23 being so proportioned that the pull upon the rod 22will cause the second and third sections to articulate to the same orproper extent to produce the desired effect. This modification of thesteering devices may be indefinitely employed.

I have shown at Figs. 1 and 2 a vehicle composed of two sections withthe seats arranged back to back, while at Figs. 7 and 8 I have shownthree sections connected together, the first two sections with the seatsarranged forwardly and the rear or third section with the seat in areverse direction; but it will be understood that the seats may bearranged forwardly on all sections, if desired, and when so arranged theupper frame B is strengthened and braced by extending the side tubing ofthe same downwardly in a graceful curve to and connecting it with thelower frame A and providing an upwardly and in;

parting from the spirit of my invention.

In the construction shown in the drawings I contemplate the use oftwenty-four-inch wheels, such as are in common use, and the other partsof the vehicle are shown on the same scale as the wheels. Hence myimproved vehicle in its complete form will of necessity be low,as'compared with the ordinary automobile. Suitable steps may be securedat any desired locality to facilitate entrance and exit from thevehicle; but in the drawings I have not shown such steps, as theirnumber and location is a matter entirely of fancy or experience.

From the foregoing description it will be obvious that I may increasethe carrying ca pacity of my improved vehicle by simply add- .ingsections to the full capacity of any motive force carried by the forwardsection and that when it is desired to increase the carrying capacityand number of sections beyond such motive force two or more sectionsequipped with motive power may be suitably disposed in the train ofsections and that the several sections may have the steering devicesconnected together, as heretofore described,-

so that all or any number thereof may be steered by one operator.

While I have shown the seats each adapted in width to carry two persons,it will be understood that I do not wish to be limited in this respect,and while I have shown and described the vehicle as mounted upontwentyfour inch wheels and proportioned thereto it will be obviousthatthese details and proportions may be varied at will.

I am enabled by my invention to providea vehicle of any capacity inwidth, which may be increased longitudinally (and still adding to itscarrying capacity) by simply adding duplicates or replicas of theunitary structure. In other words, my improved automobile is composed ofa series of units each and all alike and adapted each to subserve itsunitary functions and by coaction to secure results not secured by eachunit. For instance, and to illustrate my meaning, each section of myimproved machine or carriage consists of only two wheels supporting aseat capable of carrying two or more passengers, so that the tractionforce produced by the weight of such passengers is overcome by theleverage on two wheels instead of four, or three at least, according tothe present construction of automobiles, and this feature still exists,no matter to what extent the carrying capacity maybe increased. Forexample, looking at Figs. 1 and 2, the machine carries four passengersupon four wheels, which is one wheel for each passenger, and if anothersection be added to such a machine its carrying capacity would be sixpassengers and the number of wheels would be six.

At Fig. 8 I have shown the seats extended laterally over the wheels,thus increasing the capacity of each seat and adapting it to carry threepassengers. Hence such a machine would carry nine passengers on sixwheels; but in each case it will be observed that the TIO load of eachseat is carried upon only two ism I am enabled to secure the verticalspring movement of the frame practically at two localities withreference to each wheel-viz., in a plane coincident with the axis of thewheel R and in another parallel plane vertically through thearticulating point of the wheelsupport P. In other words, the springaction is more nearly allied to that obtaining in the spring-seat of aneasy-chai r rather than to the spring action obtaining in vehiclessupported upon steel springs and in which the yielding is in a singlelocality. In addition to this advantage in the spring action theconstruction permits, as heretofore stated, each wheel to adapt itselfto the inequalities of the roadbed, both longitudinally andtransversely, so that the horizontal equilibrium of the vehicle may bemore readily preserved than in any other vehicle with which I amfamiliar.

WVhile all these advantages are obtained by.

.may be used in lieu thereof; but I prefer the one shown and described.

I am also enabled by my invention to transmit power through two oi-morewheels from one source and at the same time secure independent actionand differential speed between such wheels, and hence the tires of thewheels are relieved from all twisting or torsional strain, which is verydestructive to rubber compounds especially.

I desire to call attention particularly to the fact referred to at thebeginning of the specification, that I avoid in a great measure theunpleasant noise created by the use of ordinary chain-belt gearing. ThisI accomplish through the medium of peeuliarly-constructed sprocket.wheels and chains, which are clearly shown in the drawings, and which,as before stated, involve the use of a sprocket-wheel with a verylimited number of sprockets, the pitch-lengthof which is equal to anexact multiple of the pitch-length of the chain, and a chain composed oflinks, all of which are of uniform pitch-length, and such pitch,- lengthan exact division of the pitch of the sprockets on the wheel, as fullydescribed and illustrated in a divisional application filed by me on the3lst day of July, 1899, Serial No. 725,664.

In forming my improved automobile vehicle in sections, as described, andcarrying the load or passengers of each section upon only two wheels itwill be seen that such load or.

mentum shock instead of two, as is the case with any vehicle mountedupon three or four wheels. In connection with this feature of action andagain recurring to the character of the peculiar and novel spring whichI have illustrated and heretofore described, I desire to call attentionto the fact that such spring cannot be so loaded that it will notsuhserve the purpose of taking up the momentum shock. In the firstplace, the rubber body W is so constructed and so proportionedrelatively to the receptacle or tube within which it is located that anyordinary load or shock will not force the body of the spring outradially to a sufficient extent to bind or wedge it against the walls ofthe receptacle, but if heavily loaded and a momentum shock should be ofsuch character as to cause the rubber body to expand and wedgeagainstthe walls of the receptacle the rubber body and its contained airwould still act as a cushion, and the confining tube or receptacle actsto reinforce the rubber body and prevent it from injury or explosion.

Having described the construction and operation of my improved vehicleand its many advantages, what I claim as new, and desire to secure byLetters Patent, is-

1. An automobile carriage composed of sections or units each mounted atone end upon two wheels having independent axles, said sections adaptedto be articulatively connected, whereby the capacity of the carriage maybe increased by the addition of sections or units, substantially asdescribed.

2. An automobile carriage composed of similar sections or units, mountedat one end upon wheels having independent axles, said sections connectedtogether longitudinally, in combination with means whereby each sectionmay have a vertical vibrating or pendulum movement, to adapt the severalsections to any variation in the plane of the roadway, substantially ashereinbefore set forth.

3. An automobile carriage the frame of which is composed of two or moresections, each mounted at one end upon wheels having independent axles,the rear portion ofthe frame of the front section and the front portionof the frame of the succeeding section articulatively connected, wherebythe vehicle may change its direction of travel, substantially ashereinbefore set forth.

4. In an automobile carriage, two or more frames each mounted at one endupon suitable carrying-wheels having independent axles, said framesarticulatively connected in combination with means intermediate of theframes for moving said frames around the plane of articulation,substantially as and for the purpose set forth.

5. In an automobile carriage composed of sections of similarconstruction, an articulative connection between said frames composed oftwo vertical tubes or rods, one provided with a radial lug at each endand the other with a vertical pintle extending through IIO the same andthe lugs on the adjacent tube or rod, substantially as hereinbefore setforth.

6. In an automobile carriage, a front and rear frame, one provided withthe vertical tube 1*" having lugs G and the other with aninteriorly-arranged ball-race at each end, in combination with ascrew-threaded pintle J, balls L, interiorly and externally threaded nutK, having ball-race on the inner end, Washer-nut L, and jam-nut M,substantially as and for the purposes set forth.

'7. In an automobile carriage the frame or body supported over the axisof each wheel, upon an interposed spring one member of which is rigidlyconnected with the frame or body and each wheel connected to the frameor body at a point distant from the axis of the wheel by an armhorizontally pivoted to said frame, substantially as and for thepurposes set forth.

8. In an automobile carriage, the frame or body supported over the axisof the Wheels byinterposed springs, one member of which is rigidlyconnected with the frame or body and the wheels connected to the frameor body of the carriage through a bifurcated arm 0, horizontally pivotedto the frame 01- body at a point outside of the periphery of the wheel,substantiallyas and for the purposes set forth.

9. In an automobile carriage, each Wheel independently connected to theframe of the carriage through the medium of a verticallyreciprocatingjoint one member of which is rigidly connected at one end to the framein a plane over the axis of the wheel, and an arm extending horizontallyfrom the axis of the wheel and pivoted horizontally to the frame outsideof the periphery of the Wheel, substantially as and for the purposes setforth.

10. An intermediate powertransmitting mechanism for automobiles andsimilar vehicles, composed of two independent shafts mounted inoppositely-arranged boxes on a hollow rotative case, the ends of theshafts Within the rotative case provided with fixed sprocket-wheels, thehollow box mounted on the ends of said shafts, and provided withsprocket-teeth on its periphery, a shaft supported Within the boxtransverse to and at one side of its rotative axis and provided withidler sprocket-wheels near each end, and a sprocket-chain composed oflinks pivoted alternately at right angles to each other and traversingthe fixed sprockets and idlers, said intermediate mechanism beingadapted for connection with both the prime mover and final mover,substantially as hereinbefore described.

ll. In combination with the front and rear sections of the vehiclearticulatively connected as described, a rock-shaft 18, provided withhand-lever 20 and radial arms 21, and con necting-rods 22, pivoted tothe arms 21, and the frame of the rear section, substantially as and forthe purpose set forth.

12. In combination With the three or more sections of the vehicleconstructed and articulatively connected as described-the steeringdevice consisting of a rock-shaft 1S, lever 20, radial arms 21,connecting-rods 22, bar 23, pivoted to the front of the frame of thetrailersections and rods 24, connect-ed to the outer ends of bar 23, andthe frame of succeeding trailing sections, substantially as and for thepurpose described.

In testimony whereof I affix my signature in presence of two Witnesses.

JAMES C. ANDERSON.

Vitnesses:

JENNIE G. Boo'rH, JNo. IMNIE.

